Supporting arrangement for the running rails of high-speed suspension railways



F. HEYNER 1, ARRANGEMENT FOR THE RUNNING RAILS GH FEED SUSP ION F edApril 19 Jan. 13, 1931.

SUPPORTING OF HI RAILWAYS 28 2 Sheets-Sheet l Jan. 13, 1931. F. HEYNER1,783,460

SUPPORTI IG .ARRA'NGEMENT FOR THE RUNNING RAILS OF HIGH SPEED SUSPENSIONRAILWAYS Filed April 30, 1928 2 Sheets-Sheet 2 5 .2 12 21 f 22 12- 23 12l j F E V Q l i 14 2s 19 4 2O 24 15 16 24 2o Patented an. 13; v 1931UNITED E'Nrj masses p HEInnLBEne, GERMANY SUPPORTING ARRANGEMENT FOR THERUNNING RAILS Osman-seem) sus ension,

RAILWAYS Application filed April e0, 1928, SerialNo. 274,090, and n1eermanyn e, 192?. r

The invention relatesto a supporting arrangement for the running railsof high speed suspension railways. The running rails here form length,without joint gaps.

changes in temperature; considerable stresses arise in these rails, Ittherefore desirable to provide a line constructed in such a man nor withsome security for the eventof a break taking place through very lowtemperature. The free ends or the rail formed by the break must then beheld in such a manner that the'gap between them is kept small enough topermit safe operation. In contl'adistinction to the parent invention, inwhich to ensure this result a longitudinal rail carrier is used, herethe characteristic feature of the invention for achieving this purposeconsists in that this longitudinal carrier is omitted and the mainstructure thus simplified and lightened. This result is based on theinterposition of transmission members between the adjacentends of twomain carrier sections and the appertaining part of the runnmg rall insuch a manner that the transmission members can move freely duringtemperature changes, but bear against abutments on the respective maincarrier ends, when the aforementioned lowest poss ble temperaturesoccur.

In the accompanying drawing an example shows how the transmissionmembers between the adjacent ends of the main carrier sections and thecorresponding part of the running rail are interposed, in order toobtain the described result. 1

Figure 1 shows in perspective asection of the main carrier and twoadjoining sections of the main carrier.

Figure 2 shows the structural work on an enlarged scale and entirelydiagrammatically, at ordinary temperature. i

Figure 3 shows the structural work in the same manner at raisedtemperature. 7

Figure 4 shows the structural work in the same manner at the lowesttemperature to be expected, and

an unbroken continuous As already pointed out in the U. S. rLPatent 1,784,865 November 5, 1929 (Ser. No.1173,197),. with- Figures 5,1) and 7are three further forms or details or the structural work. 7

lhe. main carrier sections'are firmly fixed to the ground at theircentres by supports 12, while movable supports'lii are movable to permit"free; movement (shortening and lenthening) of the main carrier sections11 under the 'actionof temperature changes. Thecontinuous running rail16 is rigidly secured bymeans of a strut structure 14 to the part or themain carrier'adjacent the support 12, while at other places the raillength 16 is supportedrromthe main carrier 11 by lateral carriers 15which canyield in the horizontal plane; At the ends 21 and 22 orthemaiii carriers the running rail 16 is connected tothe respective maincarrier section by transmission members 19. A hinged joint point isindicated by 20. The other end of each transmissionmember 19 isconnected in the illustrated example to the respective end of a maincarrier seetion2l or 22 by a hinge 23. On the ends 21 and 22 of the maincarriers 11 opposite the transmission members are abutments 24. Atnormal and raised temperaturesthereis a space between the transmissionmembers 19 and the zibutments 241 (Figures 2 and 8). At re ducedtemperatures+preterably at the lowest in p be expected the transmissionmen's bers 19 can bear against the abutments=2 ,(Figure 4) I It now forexample at this temperature a break takes place for any reason at 25then the rail to the right, is held by the struts 14. On the'other sidethis is efiected by the transmission member 19 which bears on therespective abutment 24. In place or the broken rail therefore a part ofthe main carrier'which transmits "the rail temlerature stresses.

The transmission members'naturally can be otherwise formed anddiflerently connected to the respective. parts of the runningrail andthe mainlcarri'er section. In Figure 5 a second form-of thesetransmission members is shown. Here they consist of the bars26 and 27.Eachbar 26 is hinged to the rail 16 and the corresponding main carriersection, while the b-ar27 is only hinged to the rail.

7 Its other end is slidably borne in a guideway g 24 in the example ofFigures lto'3.

. The development of additional forces in the rail by the connectionsofthe rail to the transmission members and the fixed points, mustnaturally be avoided. Similar-- ly the resilient condition of the railmustbe as fully maintained as possible. 1

A connection avoiding these objections'is shown in Figure 6. Thetransmission member 19 engages with its end in an opening 31 in therail. Strengthening plates 32 and fitting pieces 33 fixthe transmissionmember and prevent lateral movement. A horizontal movement of the railin relation to themember 19 is not excluded however since the end of thelatter engages in the p ening'31 of the rail 16 with horizontal play.The struts 14 at the centres ofthe main carrier sections 11 can beconnected to the rail in thesame way.

- main carrier ends act as transmission members. Their ends 35 enter alongitudinal slot 36 in the rail 16, which is again preferablystrengthened by fish plates at this point. In accordance with theinvention the slot 36 is so long that the outrigger. ends 35 only bearagainst the edgesof the slot under conditions of maximum or minimumtemperature. At all other low temperatures they have more or less playin the slot and naturally also at the higher raised temperatures. Onlywhen the rail breaks in Very cold weather will the rail temperaturestresses be taken by the outrigger arm ends '35 and transmitted to therespective main carrier section 11, by the drawing back of therespective rail end.

I claim:

1. In a' supporting structure for the rails of a suspended railway, asectionalized main carrier frame, a unitary rail, and means forsupporting said rail upon said frame, comprising a plurality of carryingmembers, and transmission members secured to said frame and having oneend free for horizontal dis placement cooperating with the frame uponabnormal longitudinal stressingof said rail. to limit the displacementof any portion of said railrelative to its corresponding frame section.5-

2. In a supporting structure for a suspended railway, a sectionalizedmain carrier frame, a unitary rail, lateral carrying members secured tosaid rail and secured to said frame, the end of said membersecured tosaid rail being free for displacement longitudinally-of said rail strutstructures secured to said rail and to said frame, there being at leastone such structure to each section of said frame, and transmissionmembers pivoted to said-rail and arranged tobear against a portion ofsaid frameupon abnormal longitudinal stressing of said rail.

3. In a supportmg structure for a umtary member of considerable length,a scctional ized mam frame, mean-s for supporting said unitarymemberupon said frame, and means at the ends of each sectionof said main frameconnecting said unitary member to the respective sections, saidconnecting means being normally inoperative to transmit longitudinalstresses between said member and frame but operative, upon abnormalstressing of saidunitary member to transmit longitudinal stresses fromsaid member to said frame.

, l, Ina supporting structure for a unitary member of considerablelength, a sectionalizfed main frame, means for supporting said unitarymember upon said frame, said means including strut-elements disposed atan intermediate point of each section of said main frame for resistingrelative longitudinal displacement of those portions of said unitarymember associated with the respective strut elements, and means at theends of each section of said mainframeconnecting said unitary members tothe respective sections, said connecting means being normallyinoperative to transmit longitudinal stresses between said member andframe but operative, upon abnormal stressing of said unitary member totransmit longitudinal stresses from said member to said frame.

5. In a supporting structure for the rail of a suspended railway, asectionali zed main carrier frame, strut elements disposed at anintermediate point of each section of said frame for securing said railagainst normal longitudinal displacement relative to said frame, andtransmission members disposed at the ends of each section of said frame,said members being pivoted to saidframe and to said rail and positionedto-bear against said frame upon abnormal longitudinal stressing of saidrail, wherebyto transmit said longitudinal stresses from said rail tosaid frame. In testimony whereof I have affixed my signature. 7

FRITZ HEYNER.

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